north central texas council of governments · 2018. 6. 7. · mayor, city of carrollton maher maso...

NORTH RICHLAND HILLS TRANSPORTATION NETWORK OVERVIEW

North Central Texas Council of Governments

2013March, 2013

What is NCTCOG?

The North Central Texas Council of Governments is a voluntary association of cities, counties,school districts, and special districts which was established in January 1966 to assist local governments in planning for common needs, cooperating for mutual benefit, and coordinatingfor sound regional development.

It serves a 16-county metropolitan region centered around the two urban centers of Dallas and Fort Worth. Currently the Council has 238 members, including 16 counties, 169 cities, 22 independent school districts, and 31 special districts. The area of the region is approximately12,800 square miles, which is larger than nine states, and the population of the region is over 6.5 million, which is larger than 38 states.

NCTCOG's structure is relatively simple; each member government appoints a votingrepresentative from the governing body. These voting representatives make up the GeneralAssembly which annually elects a 15-member Executive Board. The Executive Board is supported by policy development, technical advisory, and study committees, as well as a professional staff of 295.

NCTCOG's offices are located in Arlington in the Centerpoint Two Building at 616 Six Flags Drive(approximately one-half mile south of the main entrance to Six Flags Over Texas).

North Central Texas Council of GovernmentsP. O. Box 5888Arlington, Texas 76005-5888(817) 640-3300

NCTCOG's Department of Transportation

Since 1974 NCTCOG has served as the Metropolitan Planning Organization (MPO) fortransportation for the Dallas-Fort Worth area. NCTCOG's Department of Transportation is responsible for the regional planning process for all modes of transportation. The department provides technical support and staff assistance to the Regional Transportation Council and itstechnical committees, which compose the MPO policy-making structure. In addition, the department provides technical assistance to the local governments of North Central Texas in planning, coordinating, and implementing transportation decisions.

Prepared in cooperation with the Texas Department of Transportation and the U. S. Departmentof Transportation, Federal Highway Administration, and Federal Transit Administration.

"The contents of this report reflect the views of the authors who are responsible for the opinions, findings,and conclusions presented herein. The contents do not necessarily reflect the views or policies of theFederal Highway Administration, the Federal Transit Administration, or the Texas Department ofTransportation."

NCTCOG Executive Board 2012 - 2013PresidentBobbie MitchellCommissioner, Denton County

Vice PresidentSteve TerrellMayor, City of Allen

Secretary-TreasurerBill McElhaneyCounty Judge, Wise County

Past President Linda KoopCouncilmember, City of Dallas

DirectorVonciel Jones HillCouncilmember, City of Dallas

DirectorClay Lewis JenkinsCounty Judge, Dallas County

Director Marcus KnightMayor, City of Lancaster

DirectorA.J. MathieuCouncilmember, City of Joshua

DirectorJared PattersonMayor Pro Tem, City of Sachse

DirectorDaniel ScarthCouncilmember, City of Fort Worth

DirectorLissa SmithMayor Pro Tem, City of Plano

DirectorB. Glen WhitleyCounty Judge, Tarrant County

DirectorKathryn WilemonMayor Pro Tem, City of Arlington

Ex Officio, Nonvoting MemberJim JacksonRepresentative, Texas House District 115

General Counsel Jerry Gilmore

Executive DirectorR. Michael Eastland

Regional Transportation Council 2012 - 2013Pete Kamp, ChairMayor Pro Tem, City of Denton

Kathryn Wilemon, Vice ChairMayor Pro Tem, City of Arlington

Mike Cantrell, SecretaryCommissioner, Dallas County

Ron BrownCommissioner, Ellis County

Sheri CapehartCouncilmember, City of Arlington

Maribel Chavez, P.E.District Engineer TxDOT, Fort Worth District

Gary CumbieBoard ChairFort Worth Transportation Authority

Rudy DurhamMayor Pro Tem, City of Lewisville

Andy EadsCommissioner, Denton County

Charles EmeryBoard Chair, Denton County Transportation Authority

Mark EnochBoard MemberDallas Area Rapid Transit

Gary FickesCommissioner, Tarrant County

Rob Franke, P.E.Mayor, City of Cedar Hill

Sandy GreysonCouncilmember, City of Dallas

Bill Hale, P.E.District Engineer TxDOT, Dallas District

Roger HarmonCounty Judge, Johnson County

Vonciel Jones HillCouncilmember, City of Dallas

John HornCounty Judge, Hunt County

Clay Lewis JenkinsCounty Judge, Dallas County

Ron JensenMayor Pro Tem, City of Grand Prairie

Ron JonesMayor, City of Garland

Jungus Jordan Councilmember, City of Fort Worth

Sheffie KadaneCouncilmember, City of Dallas

Geralyn KeverCouncilmember, City of McKinney

Linda KoopCouncilmember, City of Dallas

Stephen LindseyCouncilmember, City of Mansfield

Laura MaczkaMayor Pro Tem, City of Richardson

Matthew MarchantMayor, City of Carrollton

Maher MasoMayor, City of Frisco

Bill McLendonCouncilmember, City of Hurst

John MonacoMayor, City of Mesquite

Mike NowelsBoard MemberNorth Texas Tollway Authority

Mark RileyCounty Judge, Parker County

Daniel ScarthCouncilmember, City of Fort Worth

Lissa SmithMayor Pro Tem, City of Plano

Jere ThompsonCitizen Representative, City of Dallas

T. Oscar Trevino, Jr., P.E.Mayor, City of North Richland Hills

Beth Van DuyneMayor, City of Irving

William Velasco, IICitizen Representative, City of Dallas

Bernice J. WashingtonBoard MemberDallas/Fort Worth International Airport

Duncan WebbCommissioner, Collin County

B. Glen WhitleyCounty Judge, Tarrant County

Zim ZimmermanMayor Pro Tem, City of Fort Worth

Michael Morris, P.E.Director of Transportation, NCTCOG

Surface Transportation Technical CommitteeNancy Cline, Chair

TxDOT, Denton District

North Central Texas Council of Governments North Richland Hills Transportation Network Overview | Table of Contents


North Central Texas Council of Governments

Table of Contents

North Richland Hills Transportation Network Overview 1Existing Conditions 3Transit 3Roadways 4Local Roadways 6

Bicycle 8

Future Conditions 12Transit: TEX Rail 12Transit: Connections to Rail Lines 14Transit: Bus 19Transit Connections 20Highways: North Tarrant Express 21Roadways: TOD Roads 25Roadway and Highways Connections 30Bike/Pedestrian Trails 30Bicycle Connections 32Conclusion 33Appendix A: North Richland Hills Bike Plan Appendix B: Facilities Within One-Quarter to One Mile of a Rail Line Appendix C: Major Employers Within One-Quarter Mile of Planned Bus Routes in North Richland Hills

1 | North Central Texas Council of Governments North Richland Hills Transportation Network Overview


The North Richland Hills Transportation Network Overview project is part of the North Central Texas Council of Govern-ments (NCTCOG) Transit-Oriented Development (TOD) Implementation Plan Group. Planning assistance for the TOD Implementation Plan Group is intended to support a regional effort to analyze, market, and implement TODs. The TOD Implementation Plan Group developed from the results of the 2005-2006 NCTCOG Sustainable Development Call for Projects. Projects in this group are eligible to receive planning assistance from NCTCOG’s Transportation Department staff.

The North Richland Hills Transportation Network Overview project was prepared to provide planning assistance to the City of North Richland Hills. The goal of this plan is to examine the current and future transportation conditions, in and around the city, in addition to recommending initiatives to bridge the gap between current and future transportation con-ditions. This document is solely intended as planning guidance. It is not a guarantee that any recommendations will be implemented or prioritized for funding.

The City of North Richland Hills is located in the Dallas-Fort Worth (DFW) Metropolitan Area in Tarrant County. The estimated 2011 population is 63,420 and the estimated 2030 population is 73,417, per NCTCOG’s 2030 Demographic Forecast data. North Richland Hills covers a land area of 18.23 square miles. Currently, there is no transit service in North Richland Hills. However, commuter rail known as the TEX Rail is currently being planned by the Fort Worth Transpor-tation Authority (The T) along portions of various existing freight rail lines such as the Cotton Belt rail line, which will be detailed in a later section. The T is a regional transportation authority which provides public transportation to Tarrant County and the North Central Texas region. The City of North Richland Hills is projected to have two commuter stations within its boundaries. Proactive planning has occurred by the City to apply a TOD zoning around the Iron Horse and Smithfield future transit stations. TOD’s are designed to maximize access to and from the development(s) by transit and non-motorized transportation which can lead to encouraging transit ridership.1

A TOD is a dense, pedestrian-based community of diverse land uses centered around transit.2 TODs are often comprised of a mix of residential and commercial centers with highest densities near a transit facility and tapered densities within one-quarter to one-half mile. The development should be compact, mixed-use (i.e. residential, retail and/or commercial), and promote a walkable community. Concentrated development around transit stations can provide many benefits which include:

• Decreasing traffic congestion by allowing destinations (i.e. employment, entertainment, daily needs) to be reached from the station to the destination through other non-motorized modes by having the appropriate infrastructure such as sidewalks and bike lanes in place. TOD commuters typically use transit two to five times more than other commuters in the region.3

• Providing housing alternatives for singles, young professionals, and empty-nesters/retirees that may have modified housing needs.4 These demographic groups may not need or want to live in large lot single-family homes and/or have the ability to own a vehicle, therefore living in apartments, condos, townhomes or small single-family homes near a train station would be a preferred housing option.

• Reducing household spending on transportation by increasing the use of transit for commute and therefore reducing the amount of driving.

• Driving less by commuting via transit reduces the vehicle emissions that would otherwise be released, therefore having more people ride transit can help improve air quality.

• Utilizing land more efficiently by maximizing the use of public infrastructure where those amenities can be shared by a higher density of people on a smaller scale of land as opposed to developing infrastructure further out in a region where less people utilize the amenities.

North Central Texas Council of Governments North Richland Hills Transportation Network Overview | 2

• Reducing sprawl by utilizing TOD as a strategy to entice more development in inner-ring communities, those closest to the downtown, to better compete with sprawling communities on the city’s outer edge.5 Cervero states in TCRP Report 74: Costs of Sprawl – 2000 that contiguous, compact development [which is how a TOD is mainly composed] could save the United States nearly 25 million acres of land – much of it agricultural and environmentally sensitive – over the next 25 years.

• Promoting a healthier lifestyle with opportunities for more walking and bicycling, if the proper infrastructure is in place, can help to reduce driving (shorter trips and/or option of driving shorter distances) and lead to less stress.

• Creating better places to live, work, and play by making neighborhoods a more desirable place to dwell. According to Brooke Ahlquist, MA, MPH from the Statewide Health Improvement Program of Minnesota, “Health problems are influenced by societal policies and environments that in some way either sustain behaviors or fail to foster healthier choices.” TOD’s strive to create a walkable environment which could lead to various health benefits such as reduce stress from driving, improving air quality, encourage physical activity (walking, biking), etc.

The various transportation modes play an important part in the success of a TOD. Bus or rail transfers and road amenities (bicycle facilities, road capacity) can impact the accessibility of the TOD. A seamless system can encourage people to travel without a vehicle to and from the TOD because reliable transportation will be made available and be an alternative to using a personal vehicle for the full extent of the trip. The following sections will outline the existing and future conditions surrounding the potential future stations.


Existing Conditions

TransitCurrently, North Richland Hills is not serviced by any fixed route form of transportation services such as bus, rail, shuttle, or trolley. The City participates in the Northeast Transportation Service (NETS), which is a demand-response small transportation provider that offers door-to-door transportation service to individuals in the City who are disabled or 55 years of age or older. North Richland Hills is one of seven cities that contract with The T to oversee and manage NETS. The T is the transit agency that provides transit services to the cities of Fort Worth, Blue Mound, and Richland Hills in Tarrant County. The T procured the services and NETS is currently operated by the American Red Cross Chisholm Trail Chapter. A transportation service in which the City does not participate, but from which it receives an indirect benefit, is provided by Hurst-Euless-Bedford (HEB) Transit. HEB Transit is a small transportation service that focuses its service in transporting people to and from work and work-related activities. Individuals in the HEB service area are provided with transportation services to the Workforce Solutions for Tarrant County Mid-Cities Workforce Center, which is located in North Richland Hills.

Apart from its participation in the NETS program, the City is not a member city of The T. A half--cent sales tax is required for a city to become a member of the T. A city determines the distribution of its sales tax. However, North Richland Hills has reached the cap on maximum sales tax allowed in the State of Texas and therefore does not have the required share to go towards becoming a T member city. The sales tax is 8.25 percent in North Richland Hills and the breakdown includes: 6

City of North Richland Hills Sales Tax Breakdown

Tax Percentage Purpose

6.25% State of Texas

1.00% City of NRH General Fund

0.05% City of NRH Park Development Fund

0.05% City of NRH Crime Control District

The City of Fort Worth is a member of the The T and has a maximum sales tax is 8.25 percent as well. The breakdown for comparison is as follows:7

City of Fort Worth Sales Tax Breakdown

Tax Percentage Purpose

6.25% State of Texas

1.00% City of Fort Worth

0.05% The T

0.05% City of Fort Worth Crime Control District

In the Initiatives to Pursue section of the report, examples are given for how the City of North Richland Hills could partner with The T for bus service in their region. Additionally, The T is currently developing plans for commuter rail that will have two stations in North Richland Hills and will be discussed in the Future Conditions section of the report.


RoadwaysWith close proximity to various highways that serve as regional connectors, North Richland Hills is well positioned in the

DFW Metroplex. Major highways located in the southern portion of the city include the following: (Exhibit 1)

• Interstate Highway (IH) 820 runs east west through the southern portion of the city.

• State Highway (SH) 26 runs southwest to northeast through the city.

• SH 121 and SH 183 cut across the southeast portion of the city.

Regional highways located near the city include the following: (Exhibit 2)

• Highways that run north/south:

• West of the City, United States (US) 377, IH 35W

• Highways that run east/west:

• North of the City, SH 114

• South of the City, SH 10, IH 30

• Farther south of the City, SH 180, SH 303, IH 20


REGIONAL HIGHWAYS NEAR NRHExhibit 1


Local RoadwaysAs seen in Exhibit 2, there are various north/south and west/east/west roadway connections throughout North Richland Hills that provide access to highways.

• Rufe Snow Dr. has access to IH 820, SH 26, and SH 183 in the southern portion of the City.• Minor arterial• Four-lane undivided roadway • Off-system• Major roadway connections: North Tarrant Parkway in the north and Mid-Cities Blvd., Bedford-Euless

Rd., and Glenview Dr., in the southern portion of the City. • It is located east of the proposed Iron Horse Transit Station and west to the proposed Smithfield Transit

Station.

• Davis Blvd. has access to IH 820, SH 26, SH 121, and SH 183 in the southern portion of the City.• Principal arterial• Six-lane undivided roadway• On-system • Major roadway connections: North Tarrant Parkway in the north and • Mid-Cities Blvd., Harwood Road, and Bedford-Euless Road, in the southern portion of the city.• Merges with Smithfield Road in the southern portion of the city.

• Smithfield Rd. has similar access as it has a meeting point with Davis Blvd. south of the proposed Smithfield Transit Station.

• Collector street• Two-lane undivided roadway• Off-system

• Precinct Line Rd. has access to SH 26 in the southern portion of the City and SH 121/SH 183.• Principal arterial• Four-lane divided• On-system north of SH 121/SH 183; off-system south of SH 121/SH 183• Major roadway connections: North Tarrant Parkway in the north and Mid-Cities Blvd., Harwood Rd.,

and Bedford-Euless Rd., in the southern portion of the City.• It is located east of the proposed Smithfield Transit Station.

The roadways in and around the TOD are important because they offer opportunities and constraints to the area. A TOD is geared toward providing a walkable atmosphere. How cars travel on the surrounding roadway can have an impact on the walkability of the area. Streets that are too wide and give little protection such as no medians can cause issues for pedes-trians being able to cross the street safely. Streets with higher speeds can also prevent cyclists from ending or starting their journey in the TOD. However, highways provide access to the TOD for people wishing to access the train station with their vehicles. The city staff in Portland, Oregon credits one of the successes of the Orenco Station with the major arterial that is in between the development and the station. Streets with high capacity can be beneficial so long as a balance can be made between vehicle, pedestrian, and cyclist movement.

Mobility 2035: The Metropolitan Transportation Plan for North Central Texas is a comprehensive, multimodal “blueprint” for transportation systems and services aimed at meeting the mobility needs of the DFW Metropolitan Area through the next 25 years. The Mobility 2035 document lists several of the local roadways in the City as Regionally Significant Arterials. This designation is given to roadways that complement and enhance the freeway and transit systems in order to provide the necessary transportation support and access to and from local land uses. Regionally Significant Arterials located in North Richland Hills include North Tarrant Parkway, Farm to Market (FM) 1938/Davis Blvd., Precinct Line Road, Mid-Cities, and SH 26.


SIGNIFICANT ROADWAYS IN NRHEXHIBIT 2


Bicycle Biking and walking are alternative forms of transportation. Biking and/or walking to and from points of interest have many benefits such as helping to reduce traffic congestion, improving the air quality, reducing travel costs, and improving health by being more active. TOD encourages that people walk and/or bike from the surrounding development(s) to the transit station. The area that people will walk or bike to and from the station can vary. Various literature states that people are willing to walk anywhere between five to 10 minutes and bike from one-half mile or more. The Federal Transit Administration issued a proposed policy on the eligibility of pedestrian and bicycle improvements under Federal Transit Law that states a catchment area around transit stations and stops is three miles for bikes and one-half mile for pedestrians. One of the main reasons for the various distances people are willing or able to walk or bike comes down to the infrastructure and amenities that make the traveling experience safe and enjoyable. The following diagram shows two scenarios of the available street connections pedestrians could utilize.

LAND USE INTO TRANSIT BENEFIT ASSESSMENT

Walters (2007) Incorporating Land Use into Transit Benefits Assessments

The image on the right demonstrates that the smaller the street blocks and the more street connections available, the greater the likelihood that the station will promote a walkable atmosphere.

NCTCOG has coordinated an effort with various stakeholders to develop a regional bike trail system. The Regional Veloweb is a 644-mile, designated off-street trail network that has been planned to provide bicycle and pedestrian connections in the Metropolitan Planning Area (MPA) (Exhibit 3). Regional Veloweb trails are part of a bigger network of trails that serve mobility access throughout the DFW region. Recreation trails as found in parks that are self-contained loops are generally not a part of the Regional Veloweb.


REGIONAL VELOWEBEXHIBIT 3

On-street and off-street bike routes are maintained by the city or county and are open to the public; however, those routes are not included as part of the Regional Veloweb. Those routes are still important as they give connection to destinations out of reach of the Regional Veloweb.

According to the City of North Richland Hills, various on-street signed routes and off-street routes currently exist in the city, as shown in Exhibit 4, created from North Richland Hills data. At least 200 different destinations are within one-quarter mile of a route (Exhibit 5). Routes from neighboring jurisdictions are indicated on the map.

Existing bike routes around the future Iron Horse Transit Station include Routes 40 and 50. Route 40 runs east and south and Route 50 runs west and north from the station. Both routes connect to various existing trails throughout the City which provides access to various major employers, commercial and public services. Route 40 connects to Route 30, and then to Route 35 on which two parks can be located; Linda Spurlock Park and the Fossil Creek Park. When traveling east on Route 40, two additional parks can be found; the Practice Fields and the NRH2O Family Water Park. Appendix A provides a map of the routes and parks provided by the City of North Richland Hills.

The future Smithfield Transit Station can be served by existing Routes 55 and 70. Route 55 travels north/south and Route 70 travels east/west from the station. These routes are also well connected by other existing routes that give access to vari-ous services throughout the city. Richfield Park is located traveling west on Route 70. Green Valley Community Park and Little Bear Creek Park are located along Route 45, which connects to Route 70. Traveling along Route 55 there are no immediate parks, however connections to other on-street routes do provide park destinations.


BIKE ROUTES WITHIN CITY OF NRH AND ADjACENT MUNICIPALITIESEXHIBIT 4


DESTINATIONS WITHIN ONE-QUARTER MILE OF ExISTING TRAILSEXHIBIT 5


Future Conditions

Transit: TEx RailThe T is planning a commuter rail line known as the TEX Rail formerly referred to as the Southwest-to-Northeast (SW2NE) Rail Corridor. TEX Rail will total 37 miles in length. Exhibit 6 illustrates a map developed by The T in coordination with local governments along the corridor. The commuter rail would operate on portions of the Fort Worth and Western Railroad (FWWR), Union Pacific (UP) Railroad, and the Dallas Area Rapid Transit- (DART) owned Cotton Belt railroad lines from southwest Fort Worth at approximately Sycamore School Road for the southern terminus station, through downtown Fort Worth, and potentially continuing through Haltom City, North Richland Hills, Colleyville, and Grapevine, to the north entrance of DFW International Airport. The commuter line will be an alternative transportation option to automobile travel within the corridor.

PLANNED TEx RAILEXHIBIT 6


Proposed stations along the TEX Rail have been identified in the Environmental Impact Statement (EIS) prepared by The T with input from local governments and citizens. Two stations are proposed in North Richland Hills; Smithfield and Iron Horse (Exhibit 7). The City of North Richland Hills has been proactive in planning for future growth and development and has implemented a TOD zoning code around the future station locations. A Transitional Surface Parking plan is in the City’s TOD code, which will allow the City Council to approve development if an applicant submits a Special Development Plan. The City and The T will need to continue to coordinate on transitioning parking to other land use opportunities that arise that would allow more development density around the TOD, which could potentially add more transit ridership

TEx RAIL NORTH RICHLAND HILLS STATION CONCEPT PLANSEXHIBIT 7

Iron Horse Station Smithfield Station


Transit: Connections to Rail LinesThe TEX Rail will provide transit service in the western side of the DFW area, however two stations that currently exist, the Intermodal Transportation Center (ITC) and Texas & Pacific (T&P) stations, would provide connections to the Trinity Railway Express (TRE) (Exhibit 6). The TRE is an existing regional commuter rail line that provides east – west connections between Dallas and Fort Worth. The TRE would provide a connection for the TEX Rail from the ITC or T&P stations to various DART light rail stations at the eastern side of the TRE rail.

Additional rail lines are being planned by DART that will provide new connections from the TEX Rail line to the DART lines. A five mile segment of the DART Orange Line opened in July 2013, connecting Bachman Station to the Las Colinas Urban Center; an additional nine miles will be complete in 2014, completing the connection to the TEX Rail line. The Orange Line will have a station in the DFW Airport (Exhibit 8). This provides a transfer point from the TEX Rail at the DFW Airport station to the DART Orange Line. Overall this connection will provide transit commuters in North Richland Hills with access to more than 90 miles of the DART light rail network.

DART FUTURE ORANGE LINEEXHIBIT 8

Source: Dallas Area Rapid Transit


The DART 2030 Transit System Plan evaluated the potential for passenger rail along the Cotton Belt railroad corridor. The plan recommends express rail service along the Cotton Belt Line from the DFW Airport (where the TEX Rail ends) to the Red Line in Plano or Richardson (Exhibit 9). The Cotton Belt Corridor greatly expands rail travel throughout the northern and eastern portion of the metroplex for transit riders who begin their travel from any station along the TEX Rail.

DART 2030 TRANSIT SYSTEM PLANEXHIBIT 9

Source: Dallas Area Rapid Transit

Cotton Belt Corridor


MOBILITY 2035: THE METROPOLITAN TRANSPORTATION PLANEXHIBIT 10

The TEX Rail and the Cotton Belt Corridor are also a part of the recommended passenger rail in the Mobility 2035 docu-ment (Exhibit 10). The Speedway Rail, UP Railroad, and Cleburne Rail are rail lines recommended for passenger rail in Mobility 2035. All of the lines would provide for rail connections to the TEX Rail.

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The Regional Transportation Council (RTC) pursued legislation to support the Rail North Texas initiative for the 81st Texas Legislative Session. The initiative did not pass, but would have provided options by which to fund rail projects that are pending alternative funding (i.e. Speedway Rail, UP Railroad, and Cleburne Rail lines) by authorizing metropolitan regions to enact voter approved local transportation funding options. Exhibit 11 illustrates the rail projects that are under consid-eration.

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Corridor specific design and operation characteristics for theIntercity Passenger, Regional Passenger and Freight Rail Systems will be determined through capacity evaluation and ongoing project development. Refined rail forecasts are necessary to determine technology and alignment in Future Rail corridors.

All existing railroad rights-of-way should be monitored for potential future transportation corridors. New facility locations represent transportation needs and do not reflect specific alignments.

Institutional structure being reviewed for the region.

The need for additional rail capacity in the Dallas CBD, Fort WorthCBD, DFW International Airport, and other inter-modal centers will be monitored. A grade separation is needed for the Dallas CBD second alignment.

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RAIL NORTH TExAS RAIL LINES UNDER CONSIDERATIONEXHIBIT 11


Having an extensive commuter rail can provide benefits to residents in the DFW area and tourists alike by having an alterna-tive to travel within the region and to various destinations. Commuters (including those originating from North Richland Hills) would have access to numerous destinations if all rail projects shown in Exhibit 11 are built. A variety of destinations that commuters would have access to are listed in Exhibit 12.

EXHIBIT 12

Commercial • 579 Industrial Centers• 359 Office Buildings• 270 Retail & Dining Locations• 76 Hotels/Motels• 19 Mixed Use Facilities

Health • 26 Hospitals/Clinics• 19 Medical Offices

Residential • 445 Residential DevelopmentsEducation • 140 Schools & UniversitiesGovernment • 21 City Halls

• 4 Court Buildings• 28 Post Offices• 67 Police, Fire & DPS Locations• 5 Emergency Management Centers• 8 Military Installations• 19 Government Administration Buildings

Points of Interest • 11 Golf Courses• 1 Amusement Park• 4 Convention Centers• 33 Cultural Centers• 4 Tourist Attractions• 18 Libraries• 1 Park• 43 Places of Worship• 20 Recreation Centers• 11 Stadiums/Arenas• 4 Theaters

DESTINATIONS WITHIN ONE-QUARTER MILE OF PROPOSED RAIL NORTH TExAS

Data collected through the Research and Information Services Department at NCTCOG.

Noteworthy connections within one-quarter mile of the rail lines include: Dallas Zoo, Dallas and Fort Worth Convention Centers, Bass Performance Hall, Dallas Museum of Natural History, University of Dallas, North Central Texas College, Victory Plaza, Big League Dreams Baseball Center, Reunion Tower, Dallas Farmer’s Market, Fort Worth Water Gardens, American Airlines Center, and Dallas World Aquarium. Appendix B provides a more extensive list of destinations located between one-half and one mile from the rail lines. These regional attractions provide a great resource for residents of the DFW Metroplex, as well as vacation destinations for visitors outside the region. The connections made by rail to popular locations provide an important alternative to auto travel and can benefit the local communities by reducing emissions and providing a cohesive system like other great national cities such as New York, Chicago, and Washington D.C., to name a few.


Transit: BusBus service provides an extension of travel to areas that rail lines are not able to reach. Bus routes have been preliminarily planned by The T to provide feeder service from transit stations to areas of interest within the City of North Richland Hills (Exhibit 13). The bus routes shown in Exhibit 13 are for planning purposes and are not a final determination. Exhibit 13 il-lustrates 140 destinations that are within the City of North Richland Hills and within walking distance (one-quarter mile) of the planned bus routes. Thirty-two destinations which can be reached via bus transit have at least 80 or more employees. To view additional details on the major employers, please refer to Appendix C. Various destinations such as retail, commercial, and residential areas will be served by the planned routes. For an extensive list, please refer to the legend in Exhibit 13.

DESTINATIONS WITHIN ONE-QUARTER MILE OF THE PLANNED BUS ROUTES IN NRHEXHIBIT 13


Transit ConnectionsRecommendations for initiatives that the City could consider pursuing to bridge the gap between the existing and future transportation conditions are below.

• The city should consider joining The T in order to begin bus service to the area. Bus service would serve as an extension of the TEX Rail and provide transit riders with additional destinations.

Benefits of having transit can include:• Developing bus service now will help improve the future ridership on the TEX Rail once it is

implemented. • The importance of bus service cannot be emphasized enough. Bus service will assist North Richland

Hills residents with greater mobility access throughout the City and improve the overall environment by reducing the need for vehicle travel which decreases congestion, improves air quality, and decreases the contribution of contaminants onto our roadways.

• The City should consider alternative funding sources. • A funding example could be taken from businesses in the City of Arlington. Currently, select hotel and

attraction destinations provide funding for a trolley service within the entertainment district for patrons staying at participating hotels.

• Another example could include coordinating with neighboring cities that do not have bus services. The cities can then pool their resources together to be able to provide transit in their area.

Please note that these are only examples and further study involving stakeholder participation would be necessary.


NORTH TARRANT ExPRESS

EXHIBIT 14

Highways: North Tarrant ExpressThe Texas Department of Transportation (TxDOT) has various projects throughout the DFW region that will help improve the functionality of the highways; however the project that would have the most direct impact on North Richland Hills is the North Tarrant Express. The North Tarrant Express is a group of improvements to highway corridors in North Tarrant County. See Exhibit 14 for an illustration of the segments. The improvements will occur on the following highways:

• IH 820 from IH 35W to the Northeast Interchange, including a new IH 35W interchange (Phase 1/Segment 1) • SH 121/SH 183 from the Northeast Interchange to SH 161 (Segment 2)• IH 35W from IH 30 to SH 170 (Segments 3A, 3B, 3C)• IH 820 from the Northeast Interchange to Randol Mill Road (Segment 4)


NORTH TARRANT ExPRESS AND NORTH RICHLAND HILLSEXHIBIT 15

Phase 1 of the project includes adding lanes to IH 820 which cuts across the southern portion of the City boundaries from east to west (Exhibit 15).

Currently, IH 820 from IH 35W to the Northeast Interchange (Phase 1) has two lanes in each direction. The project con-figuration calls for three general purpose lanes in each direction and two managed toll lanes in each direction. Exhibit 16 provides a summary of the North Tarrant Express project.


EXHIBIT 16

SEG* Roadway & Limits

Existing Configuration

General Purpose Lanes (each dir.)

Configuration as Proposed in Regional Mobility 2030

Plan** Approx. Length of Segment (miles)

General Purpose Lanes

(each dir.)

Tolled Managed

Lanes (each dir.)

1IH 820 from IH 35W to Northeast Interchange including a new IH 35W interchange

2 3 2 6.4

2 SH 183 from the IH 820 Northeast Interchange to SH 16 3 3 3 11.3

3A IH 35W from IH 820 to IH 30 2-3 4 2 6.5

3B IH 35W from IH 820 to US 81/287 2 4 2-3 3.3

3C IH 35W from US 81/287 to SH 170 2 3 2 5.0

4 IH 820 from the Northeast Interchange to Randol Mill Road 2-4

5(SH 121N to

SH 121S)

1(SH 121N to

SH 121S)3.7

NORTH TARRANT ExPRESS PROjECT SUMMARY

* Segments identified by number do not denote priority or sequence. ** All segments will include one-way frontage roads at identified locations and connections to all existing and proposed improvements.

Phase 1 of the project directly impacts North Richland Hills within their community; the remaining phases of the project will also provide more vehicular travel and access to North Richland Hills as the highway system expands. The IH 820 expansion will add more vehicle access to the Iron Horse Transit Station. As a result TxDOT would include expanding the Iron Horse Blvd. bridge from the current two lanes in each direction to five lanes; two thru lanes on each side and one middle turning lane (Exhibit 17). Additionally, on the west side of Iron Horse Blvd., a sidewalk and a 10-foot bicycle lane with a barrier between it and driving lanes would be located. The vision of the Iron Horse Blvd. bridge is not a guarantee and TxDOT is evaluating proposals for the design of this project.


TxDOT IRON HORSE BLVD. PRELIMINARY PLANSExhibit 17

*TxDOT communicated preliminary plans to NCTCOG.


Roadways: TOD RoadsTODs should be designed for high pedestrian activity. The appropriate adjacent roadway facilities will allow for people to feel safe as they walk and bike from the transit station to the surrounding neighborhood points of interest. Providing for adequate vehicle capacity, street crossings, on-street parking, medians, street furniture, lighting and landscaping can all contribute to attracting pedestrian activity. The road’s vehicle capacity will impact the number of lanes and width of the road. The speed in which vehicles are allowed to travel also impacts the walkability and bicycling safety of the area. On-street parking acts as a buffer between cars driving by and people walking on the sidewalk. Medians also help with giving pedestrians a shelter when crossing a road. Trees in the median and along the sidewalks can act as a traffic calming devise and at the same time provide a buffer between vehicles and pedestrians.

The City of North Richland Hills worked with the consultant to update the zoning and street types that would be in the TOD areas, in addition to determining the TOD boundaries. The existing roadways in the Iron Horse and Smithfield TODs can be seen in Exhibits 18 and 19. The Regulating Plans are shown in Exhibits 20 and 21 and are the official zoning maps for the Iron Horse and Smithfield TODs accordingly as adopted by the City of North Richland Hills in June 2009. Development standards and the required street network are provided in the Regulating Plans.

IRON HORSE ExISTING ROADWAYExhibit 18

Exhibit 18: Iron Horse Existing Roadway

SW2NE Future Transit Stations

NRH City Boundary

Iron Horse TOD Boundary

Collector

FM

Interstate

Major

Ramp

Residential

SW2NE Future Route


NRH City Boundary

Iron Horse TOD Boundary

Collector

FM

Interstate

Major

Ramp

Residential

SW2NE Future Route


SMITHFIELD ExISTING ROADWAYExhibit 19


Smithfield TOD Boundary

Collector

FM

Interstate

Major

Ramp

Residential

SW2NE Future Route

Exhibit 20: Smithfield Existing Roadway


Smithfield TOD Boundary

Collector

FM

Interstate

Major

Ramp

Residential

SW2NE Future Route


REGULATING PLAN - SMITHFIELD TOD MAPExhibit 21

REGULATING PLAN - IRON HORSE TOD MAPExhibit 20


The Regulating Plan contains the required and recommended roads and road types which vary depending on the character zones. A Character Zone within each Station Area is intended to create a distinct urban form by establishing use and building standards including height, bulk, building and parking location, and functional design for all lots within that Character Zone. The road conditions change depending on the zone’s urban form. Changes to existing roads as outlined in the Regulating Plan are listed in Exhibit 22. Additional roadways were included in the Regulating Plan for the Iron Horse Station. Most street recommendations include adding a sidewalk and a parking lane. Boulder Street is recommended to decrease from four to two lanes because it would change from a collector road to an avenue and TOD general street.

EXHIBIT 22

Street Current TOD Regulating Plan

Browning Dr.Collector Road

2 lanes, 1 each direction

TOD General Street2 lanes, 1 each direction, parking lane,

and sidewalk

Hilltop Dr.Collector Road



and sidewalk

CombsResidential Road from Rufe Snow to Boulder


Avenue2 lanes, 1 each direction, parking lane,

and sidewalk

Iron Horse BlvdCollector Road


Commercial Avenue4 lanes, 2 each direction,

parking lane, and sidewalkTOD Blvd

4 lanes, 2 each direction, median, parking lane, and sidewalk

Boulder St.Collector Road



and sidewalkTOD General Street

2 lanes, 1 each direction, parking lane, and sidewalk

IRON HORSE ROADWAY CURRENT AND FUTURE CONDITIONS

As indicated in the Regulating Plan


TXDOT has authority over the roadway designs of Davis Blvd. and Mid-Cities Blvd. and therefore not included in the Regulating Plans. It is recommended Holiday Lane be downsized from four lanes to two to change the street from a major road to a TOD general street. Exhibit 23 lists the changes to existing roads.

Street Current TOD Regulating Plan

Odell StResidential Road



and sidewalk

NE ParkwayResidential Road



and sidewalk

Chapman Dr.Collector Road



and sidewalk

Main St.Collector Road


Commercial Main Street2 lanes, 1 each direction, parking lane,

and sidewalkTOD General Street

2 lanes, 1 each direction, parking lane, and sidewalk

Cardinal Ln.Residential Road



and sidewalk

Arthur Dr.Residential Road



and sidewalk

Newman Dr.Residential Road



and sidewalk

Smithfield Rd.Collector Road



and sidewalk

Holiday Ln.Major Road



and sidewalk

As indicated on the Regulating Plan.

EXHIBIT 23SMITHFIELD ROADWAY CURRENT AND FUTURE CONDITIONSS


Roadway and Highways Connections• The only current highway reconstruction that may impact the TOD sites would be the expansion of IH 820, which is

a part of the North Tarrant Express. Specifically, the Iron Horse Blvd. bridge will be expanded. Preliminary plans include additional road lanes and bicycle and pedestrian access. The City should work closely with TxDOT during the design phase.

• The City has worked with the consultant, Gateway Planning Group, on the street types and trails for one-quarter to one-half mile around each proposed TOD. The City of North Richland Hills TOD Code contains requirements for a street network.

Bike/Pedestrian TrailsPeople will generally bicycle three to four times as far as they will walk, according to the Pedestrian and Bicycle Information Center. Providing safe biking facilities (bike lanes and bike storage) from the station to surrounding developments can increase the catchment area of non-driving transit patrons. Benefits of encouraging biking to and from the station include providing alternatives to driving alone, reducing congestion, improving air quality, and encouraging physical activity.

The Regional Veloweb indicates that many future trails are being planned (refer to the Bicycle Connections section). The Cottonbelt Northeast (NE) trail currently exists and passes through the Iron Horse and Smithfield Stations. Future connections from these two stations will include access to Denton, Dallas, and Collin Counties (Exhibit 24).

REGIONAL BIKE CONNECTIONSExhibit 24


Exhibit 25 provides a closer look to the trail connections from the Iron Horse and Smithfield Stations. The southwest end of the Cottonbelt NE trail will have a connection to the White’s Branch trail which travels through Haltom City and Fort Worth. The northeast end of the Cottonbelt NE trail will have a connection to Little Bear Creek. The Little Bear Creek travels northwest to Keller where it connects to other routes. The Cottenbelt NE trail continues to travel northeast through Hurst, Colleyville, Grapevine, Coppell, Carrollton, Addison, Dallas, and Richardson where it merges with additional bicycle trails.

CITY BIKE CONNECTIONSExhibit 25


Bicycle ConnectionsThe City should work with interest groups and surrounding cities to ensure that the trails that link to the Cottonbelt NE such as White’s Branch, Little Bear Creek, and the continued northeast extension of the Cottonbelt NE trail are realized. These trails will give bicyclists in the Iron Horse and Smithfield Stations access to regional trails.

The Regulating Plan only included the Cottenbelt NE trail. Bike lane regulations were not included in the Street and Streetscape Design Standards of the City’s TOD Code. Vehicle traffic in and around the future TOD stations can be mini-mized by making alternatives to driving alone safe and easy to use. It is recommended that bike lanes, signs, and bike stor-age be integrated in and around the TODs.

• Recommended design considerations for trails on the Veloweb include:• Minimum 12-foot width for heavily traveled multiuse trails.• 16- to 24-foot Veloweb sections or separated facilities for pedestrians and bicyclists may be warranted

along portions of the Veloweb experiencing high peak pedestrian volumes due to the proximity to transit stations, sporting events, and/or other major venues. Veloweb sections should be sized with a pedestrian level of service analysis to meet those demands.

• Markings and travel speed to meet minimum safety standards for bicycle traffic.• Long-lasting impervious surface.• Grade-separated crossing of roadways with significant traffic flows.• A design speed of 25 miles per hour.• Traffic circle intersections with minor roadways where conflicts are a concern.• Few, if any, signalized or stop sign intersections.• Easy access from roadways, particularly on-street bicycle routes.• Easy access to common trip destinations.

These bike amenities also provide bicyclists with information on the designated area of road that is appropriate for biking and if the lane is dedicated or shared; both indicate what type of precautions a bicyclist needs to take. Bicyclists also need a place to park their bikes once they arrive at a destination and at a designated area that won’t interfere with pedestrians on the sidewalks. Bike storage can range from an inverted u-rack to a bike locker that provides more security and weather protec-tion. Bicycle lane striping, signage, and storage are some of the amenities that will give confidence to people to leave their car behind and bike to their destinations within the TOD.


ConclusionResidents of the City of North Richland Hills are currently somewhat limited in their transit options. However, the future TEX Rail could provide access to an alternative mode of transportation for completing trips within the region. There are various connections to bike trails within the city boundaries. Planning of bicycling facilities to and from the Iron Horse and Smithfield Stations should be incorporated into future roadways. Additionally, the future trails planned in the Regional Veloweb will provide for greater connection to surrounding counties. The City has been proactive in making the stations into successful TODs by implementing compatible zoning code which will help ensure that the developments around the stations are in line with the community vision and economic success. The TOD zoning code coupled with the various transportation access will make the TODs an attractive area for residents and businesses.

1 Victoria Transport Policy Institute. (2010, June 4). TDM Encyclopedia. Transit Oriented Development Using Public Transit to Create More Accessible and Livable Neighborhoods. Retrieved November 12, 2010, from http://www.vtpi.org/tdm/tdm45.htm2 Victoria Transport Policy Institute. (2010, June 4). TDM Encyclopedia. Transit Oriented Development Using Public Transit to Create More Accessible and Livable Neighborhoods. Retrieved November 12, 2010, from http://www.vtpi.org/tdm/tdm45.htm3 Arrington, G.B., Cervero, R. (2008). Effects of TOD on Housing, Parking, and Travel (TCRP Report 128). Washington, D.C.: Transportation Research Board.4 Arrington, G.B., Cervero, R. (2008). Effects of TOD on Housing, Parking, and Travel (TCRP Report 128). Washington, D.C.: Transportation Research Board.5 Cervero, R., Murphy, S., Ferrell, C., Goguts, N., Tsa, Y., Arrington, G.B., Boroski, J., . . . Witenstein, N. (2004). Transit-Oriented Development in the United States: Experiences, Challenges, and Prospects (TCRP Report 102). Washington, D.C.: Transportation Research Board, 318. 6 City of North Richland Hills. (2010). Government, Taxes. Retrieved November 23, 2010, from http://www.nrhtx.com/taxes.aspx 7 City of Fort Worth. (2010). Financial Management Services. Retrieved November 23, 2010, from http://fortworthgov.org/finance/

North Central Texas Council of Governments North Richland Hills Transportation Network Overview | A.1

Appendix A:North Richland Hills Bike Plan

| North Central Texas Council of Governments North Richland Hills Transportation Network Overview

Appendix B:Facilities Within One-Quarter to 1 Mile of a Rail Line

B.1

North Central Texas Council of Governments North Richland Hills Transportation Network Overview |

Within ¼ Mile of Rail Line…• Government

– 21City Halls– 4 Court Buildings– 28 Post Offices– 67 Police, Fire & DPS

Locations– 5 Emergency

Management Centers– 8 Military Installations– 19 Government

Administration Buildings

• Commercial– 579 Industrial Centers– 359 Office Buildings– 270 Retail & Dining

Locations– 76 Hotels/Motels– 19 Mixed Use Facilities

B.2


Within ¼ Mile of Rail Line…• Health

– 26 Hospitals/Clinics– 19 Medical Offices

• Residential– 445 Residential

Developments

• Education– 140 Schools & Universities

• Points of Interest– 11 Golf Courses– 1 Amusement Park– 4 Convention Centers– 33 Cultural Centers– 4 Tourist Attractions– 18 Libraries – 1 Park– 43 Places of Worship– 20 Recreation Centers– 11 Stadiums/Arenas– 4 Theaters

B.3


Within ¼ Mile of Rail Line…• Noteworthy Connections

– Dallas Zoo– Dallas & Fort Worth Convention Centers– Bass Performance Hall– Dallas Museum of Natural History– University of Dallas– North Central Texas College– Victory Plaza– Big League Dreams Baseball Center– Reunion Tower– Dallas Farmer’s Market– Fort Worth Water Gardens– American Airlines Center– Dallas World Aquarium

B.4


Within ½ Mile of Rail Line… (Additional Facilities)

• Government– 12 City Halls– 6 Court Buildings– 26 Post Offices– 50 Police, Fire & DPS

Locations– 1 Emergency

Management Center– 4 Military Installations– 9 Government

Administration Buildings



B.5


• Health– 25 Hospitals/Clinics– 14 Medical Offices


Developments


• Points of Interest– 12 Golf Courses– 1 Amusement Park– 1 Convention Center– 14 Cultural Centers– 2 Tourist Attractions– 26 Libraries – 2 Parks– 31 Places of Worship– 21 Recreation Centers– 14 Stadiums/Arenas

Within ½ Mile of Rail Line… (Additional Facilities)

B.6

| North Central Texas Council of Governments North Richland Hills Transportation Network OverviewB.7


Within ¾ Mile of Rail Line… (Additional Facilities)

• Government– 2 City Halls– 2 Court Buildings– 15 Post Offices– 41 Police, Fire & DPS

Locations– 1 Military Installation– 1 Government

Administration Building



B.8




Developments


• Points of Interest– 21 Golf Courses– 1 Amusement Park– 1 Convention Center– 3 Cultural Centers– 10 Libraries – 30 Places of Worship– 15 Recreation Centers– 9 Stadiums/Arenas


B.9


• Noteworthy Connections– Dallas-Fort Worth International Airport– Addison Airport– Meacham Airport– Grapevine Convention Center– Fort Worth Zoo– Texas Women’s University– University of Texas at Dallas– Southern Methodist University– Texas Star Golf Course– Rangers Ballpark In Arlington


B.10


Within 1 Mile of Rail Line… (Additional Facilities)

• Government– 3 City Halls– 7 Post Offices– 33 Police, Fire & DPS

Locations– 1 Military Installation– 4 Government

AdministrationBuildings



B.11




Developments


• Points of Interest– 6 Golf Courses– 2 Amusement Parks– 1 Convention Center– 3 Cultural Centers– 12 Libraries – 28 Places of Worship– 14 Recreation Centers– 5 Stadiums/Arenas– 1 Tourist Attraction


B.12


• Noteworthy Connections– Six Flags Over Texas– Malibu Speed Zone– Arlington Convention Center– Texas Christian University– University of North Texas– Dallas Cowboys Football Club – Fort Worth Botanical Gardens


B.13


Appendix C:Major Employers within One-Quarter Mile of Planned Bus Routes in North Richland Hills

C.1

| North Central Texas Council of Governments North Richland Hills Transportation Network OverviewC.2

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